Aryan95614/aerograph-asrs huggingface dataset:
Aircraft: DA40 DIAMOND STAR
Phase of flight: Landing
Anomaly: Conflict Ground Conflict; Critical

A student and I flew to Cedar City and were on a practice ILS approach for Runway 20. There was a small airliner a few miles ahead of us and a Bonanza behind us. We were all using Runway 20. We were in radio contact with both of these planes while on approach. As we were descending on the ILS we made radio calls ten; seven and three miles out. The event occurred after we touched down on Runway 20. As we were rolling down the runway; another aircraft landed or was taxiing on Runway 08 and came across our Runway 20. I was able to stop our aircraft once I noticed the other aircraft coming onto Runway 20. The other aircraft also stopped once it saw us. We were both at the intersection of Runways 20-02 and 08-26 and approximately forty feet apart. I waved the other aircraft through the intersection and then followed it to the ramp. Once there I spoke with the pilot and asked if he heard us on final. He said that he heard our 10 mile call but that was all. I asked which frequency he was on; he replied the CTAF 123.0; which we were using as well. I inquired if he and his passengers were okay; and expressed my relief that there was no accident. We then left and flew back to base. A DA-40 pilot landed on Runway 20 at CDC and found another aircraft rolling out on Runway 08; entering the intersection ahead. The other aircraft was easily avoided and the event was discussed upon arrival at the ramp.
Aircraft: AMATEUR/HOME BUILT/EXPERIMENTAL
Phase of flight: Cruise
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Other / Unknown

Without intent to violate the airspace rules I entered Class A airspace while on an IFR filed maintenance flight.As filed via internet; departed home base in a Turbine Legend; contacted Approach as I was climbing out and they could not locate my flight plan and passed me to Center. I was unable to reach Center but continued to try as I climbed to FL175 and held for some time while trying to contact Center on various frequencies including Approach. After sometime at FL175; I climbed to FL250 believing I should follow my 'as filed' route and profile. Was finally able to contact Approach and explain my situation. They asked me to take a northerly heading and descend to FL130 then recommended I land; fix the comm and check my Oxygen System as he felt I was exhibiting hypoxia. I realized I was experiencing hypoxia.Factor I consider contributed to this situation:1. Aircraft is relatively new to me.2. New oxygen masks with internal mic.3. Communications equipment problems.4. Inadvertently transposed [digits in] N number on filed flight plan.Factor Notes:1. Only 40 hours in type and performance level.2. May not have properly adjusted the mask to ensure proper O2 was being delivered and a flawed built in mic may have led to some of the comm issues.3. Aircraft is equipped with dated avionics that I plan to replace with an entirely new panel this winter.4. Center did locate the transposed flight plan and linked it to me. Pilot of a single engine turbine powered aircraft reported climbing into Class A airspace without being able to pick up a filed IFR clearance before hand due to communications problems. Once communication was established the Controller issued a heading and a clearance to 13;000 FT and suggested that the reporter was exhibiting symptoms of hypoxia and should land. The reporter agreed and proceeded to land.
Aircraft: CESSNA TWIN PISTON UNDIFFERENTIATED OR OTHER MODEL
Phase of flight: Initial Climb
Anomaly: Aircraft Equipment Problem Critical

My takeoff clearance from the runway was runway heading and to climb and maintain 2;000 feet MSL. I complied with this assignment and soon after takeoff was instructed to contact Departure. After contacting Departure they instructed me to climb and maintain 3;000 feet MSL and to make a right turn heading 150 degrees. During the turn I noticed the turn coordinator was not showing a turn; it was showing wings level and all other instrument indications were normal.After noticing this malfunction of the flight instrument I decided to return to the airport. I made this request with ATC and received radar vectors for the RNAV approach. While receiving vectors I noticed the turn coordinator start to show turns; but was still very 'sluggish' and inaccurate. After shutting the engines down I also noticed that the red 'OFF' flag did not appear in the window of the turn coordinator as it usually does. No circuit breakers were popped. Cessna pilot reported that shortly after departure the turn and bank indicator malfunctioned. Pilot elected to return to field in IMC conditions.
Aircraft: B777
Phase of flight: Parked
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR

During preflight planning discovered this was the third airplane assigned to the flight. Arrived at the aircraft and discussed two MEL (Minimum Equipment List) items which we reviewed together and called Maintenance out to clarify an item. All four pilots handled and reviewed the logbook during this discussion. We all briefed the ETOPS (Extended Twin Operations) signoff and agreed it was done and in the book. The boarding was slightly delayed so there was no pressure to get things done quickly. After about two hours into cruise Dispatch sent a message asking if the ETOPS signoff was in the logbook. I checked it and found that there was indeed an entry and it was the correct date but saw that the departure station was ZZZZ. This means that the signoff was for the previous leg which was the day before. The day before; in the other hemisphere. We all were looking for an ETOPS date and we all saw what we expected to see. At that point we were not in ETOPS airspace and worked out a routing with Dispatch that avoided ETOPS airspace entirely and secured the clearances with ATC (Air Traffic Control). Shortly after Dispatch told us that the maintenance department wanted us to return the airplane to ZZZ. We asked to divert to minimize the delay to the passengers but were told to return to ZZZ. The return to ZZZ required and overweight landing at 485;000 lbs (max landing weight is 460;000 lbs); so ATC was advised. All checklists were complete and an uneventful landing was made.I think all pilots expected to see an ETOPS signoff dated [the same day] and that is exactly what we saw. We should have reviewed the entry more carefully. There was no reason as we were not rushing to depart; we just missed the fact that the last leg originated in the other hemisphere.I need to inspect the logbook entries more carefully and make sure I know where the previous leg originated; especially when a change of equipment is involved. I never suspected the date line issue would cause such a problem but it happened. Flight departing ZZZ to ZZZZ. Aircraft changed tail number two times before departure. Logbook was reviewed by Flight Crew and Maintenance was called to the aircraft to clarify an MEL (Minimum Equipment List) item. Flight crew incorrectly verified ETOPS (Extended twin Operations) signoff in the AML (Aircraft Maintenance Log). ETOPS was signed off on the correct date; however; the ETOPS was signed off in ZZZZ; not ZZZ.Lack of awareness that is was possible; although unusual; that an ETOPS could be signed off in ZZZZ and need an additional ETOPS sign off to go back to ZZZZ from ZZZ in the same day.I believe that awareness of this unusual event would prevent it from reoccurring. B777-200 reported returning to departure airport after inadvertently departing without proper ETOPS sign-off in logbook.
Aircraft: LARGE TRANSPORT; LOW WING; 2 TURBOJET ENG
Phase of flight: Landing
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy

On arrival into LIH the tower was closed. We listened to the ASOS and it reported that the visibility was missing. So we pulled up the weather via ACARS and it too was missing the visibility. I queried the Captain if we need a visibility report to land and he did not know. We were able to visually acquire the airport prior to the Instrument Approach Procedure (IAP) and did not have time to further research the question; so we both concluded that the safest course of action was to land. The next night on departure from LIH the ASOS was still reporting the visibility missing as well as the temperature missing. The Captain called dispatch and got the visibility and temperature. The visibility from the flight deck was unrestricted so we continued and took off. In flight I researched the situation further and believe we were in error in landing the first night and in taking off on the second night. [The Operations Manual] states that at an uncontrolled field an approved weather source is available and operational. [It also] states the required elements for a Surface Weather Report and includes visibility and temperature. [Another reference] gives the only approved weather source for LIH as the ASOS. I take full responsibility for not knowing this beforehand; but researching it took several hours and required me to gather knowledge from several different sources and is not something that could be figured out during the arrival segment of a flight. I believe this scenario should be more clearly spelled out somewhere in the [Operations Manual]. Air Carrier First Officer reported landing and departing LIH without weather information.
Aircraft: NO AIRCRAFT
Phase of flight: unknown
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown

The company has accused me; as a union member of not being ethical; I am very concerned with being fined for writing up items in my scope and outside my scope if the situation arises. I am being asked to compromise my principles and not do my job which affects safety of flight and puts my livelihood and the life of innocent people in jeopardy. This is very real and I believe as a conscientious technician I am put in a very unfair position. Maintenance Technician reports that air carrier is harassing him for writing up discrepancies.
Aircraft: B737
Phase of flight: Taxi
Anomaly: Ground Event / Encounter Other / Unknown

Flight X departed XXX approximately 11 minutes late enroute to DCA. We landed approximately eight to ten minutes early on Runway 19. We exited the runway and began our taxi to Gate X. While taxiing to Gate X we called DCA Operations to let them know we were on the ground and to verify the gate; which was confirmed to be Gate X. We taxied into the alley and around to Gate X. There were no personnel to meet the aircraft and I taxied the aircraft onto the J-line and approximately halfway down. I did this because I believed another carrier was waiting on us so that they could push off Gate X. There was an aircraft on Gate X and X. We waited approximately one to two minutes for personnel to meet the aircraft; when one lady exited the Operations room she began to frantically look for wands; she had to go back into the building to get help; she exited the building with another person and they searched for wands and eventually found a pair of wands. They began to marshal the aircraft to the gate; we moved forward and began to taxi to the gate and were directed forward and to my left. We felt the aircraft nudge something and we thought we had run over a chock. The Marshaler continued to ask the aircraft to move forward; but the aircraft wouldn't move. Eventually they discovered that the aircraft's number one engine had struck a belt loader. The parking brake was set; tug hooked up; aircraft pushed back; tug moved and aircraft was towed to the gate. During this time I reminded the Passengers and Crew to remain in their seat with their seat belt on because we were not at the gate; I initially told the Passengers that we had a chock blocking our arrival to the gate because this is what I had thought had happened until I opened my window and looked out to see the tug. All Passengers and Crew exited the aircraft safely and without further incidence. [Report narrative contained no additional information]. The flight crew reported that while being marshaled into the gate area an engine made contact with a stationary belt loader. After the belt loader was removed to a safe position; the aircraft was connected to a tug and pulled forward to the gate. No injuries were reported.
Aircraft: BONANZA 35
Phase of flight: Landing
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway

Brakes failed on landing rollout. Brakes went to the floor when depressed. Aircraft rolled off the side of the runway (at runway end) into grassy area. No right rudder authority with brakes; used left rudder to avoid hitting runway end lights. No damage to airplane; or ground equipment. Bonanza pilot reported brakes failure during landing rollout resulted in a runway excursion.
Aircraft: SMALL AIRCRAFT
Phase of flight: Landing
Anomaly: Ground Event / Encounter Person / Animal / Bird

Struck a deer immediately after touching down in wheel landing mode. Deer crossed in front of aircraft from left side while executing a normal landing on runway 32 at Jefferson County Airpark (2G2). I was able to maintain complete control of aircraft during the event. Visible damage caused by strike includes prop; right gear fairings; under belly panels; venture; and transponder antenna. No personal injuries to me or passenger were sustained. There was no time afforded to take evasive action prior to strike without risking a groundloop and risking further damage and/or personal injury. The landing lights were on during the landing and 2 notches of flaps were used which is the normal mode of configuration. A clearing approach to landing was made immediately prior to the landing in question in order to attempt to clear the area of wildlife. A pilot of a vintage single engine aircraft reported striking a deer during landing rollout. No injuries were reported to either the pilot or his passenger; however the aircraft did sustain visible damage to exterior components.
Aircraft: MILITARY TRANSPORT
Phase of flight: Final Approach
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance

This is an ongoing situation involving VIP movements from ADW to P56A and P56B as well as movements to ADW. There are no set procedures in place. If the movement takes place during a slow traffic period; it's normally not too much of a problem. On this particular day; Aircraft X was departing ADW to P56B during our most busy 30 minute arrival push with very strong winds. Arrivals were stopped 3 minutes before Aircraft X lifted from ADW. This caused all the arrival controllers to spin numerous aircraft with limited altitudes available.When Aircraft X got near DCA they decided to turn eastbound towards RFK stadium for some unknown reason causing more problems. It's only a matter of time before one of these movements contributes to a major error or worse. The expense to the airlines should also be factored in as well. There are two routes that are normally used. One impacts traffic more than the other. We never know what route they are on and if we ask; we are told as previously coordinated. Nobody at PCT has this information and I'm not sure if the DCA tower has it or not. The route should be declassified for ATC eyes only; five minutes before lift-off. Also Aircraft X never takes the least impacting route; which should be considered if the traffic volume at DCA is high. A study should be done to assess the delays attributed to these movements. Also the addition of other routes should be looked into that may be used to decrease or maybe even eliminate delays at DCA. I've been told this issue has been raised before; but politically motivated entities have deterred improvements on our present way of doing things. PCT Controller reports of confusion of routes when VIP flights depart the DCA airport.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Cruise
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct

Me and the C Flight Attendant were in the forward cabin just talking when a customer brought to the C Flight Attendant attention that a customer did not have his mask on. I personally did not interact with the customer. The C just turned around and said that he was sleeping and that was that. I made PA during the flight reminding passengers of our mask policy. I would make the PA if passengers were sleeping as a way to not single people out.Talk to all crew members so everyone is together on the mask policy so one person is not more easy going than the other and not making one flight attendant look bad for being scene as 'the mask police'. Flight Attendant reported a passenger did not comply with face mask policy.
Aircraft: CESSNA 404 TITAN
Phase of flight: Parked
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown

Pilot reported his left pneumatic pump was inoperative (Inop). Myself and another mechanic went to replace it. Used the Cessna Manual to get the part number and review the maintenance procedure for any special considerations. There was nothing unusual about the procedure. We were being called away to perform other Maintenance and 'tag-teamed' the operation. We had problems seating the nuts. We finally got it installed. The discrepancy was cleared and the plane departed. About 10 minutes out of ZZZ; the aircraft declared an emergency; shut down the Left engine due to low oil pressure; and landed at ZZZ1. Maintenance there found one of the nuts was loose on the pneumatic pump; causing an oil leak. They reseated the pump and the plane was released to service. As I looked back on it; I only remember tightening three of the nuts. I must have [forgotten] to tighten the fourth. It was dark; outside; temperatures were in the low teens and it was snowing. We were called away to help with other Maintenance issues. All these contributed to the incident. Since two of us were working together; we both thought the other tightened the fourth nut. I was working the night shift on the Ramp at ZZZ. At about XA: 00am; a pilot reported that the pneumatic pump on left engine was inoperative. Another mechanic and I began to change the pump. This is a busy time; so we worked on it together; but got called off this job a couple of times to perform other tasks. We had problems seating the pump. It has four nuts; and they were a problem to get to. We eventually got the pump changed and cleared the discrepancy. The plane left ZZZ. About 20 minutes into its flight; an engine oil problem developed and the pilot had to shut the engine down and divert to ZZZ1. Our Maintenance personnel at ZZZ1 found one loose nut. I thought the other Mechanic X had secured the nuts. Obviously; he had not. There were several contributing factors: It was very cold and dark. We were working outside in the elements. We were interrupted during the repair. You have to be MORE careful when working with a second person! Communication is key. A Lead Technician and Line Technician are informed that a Cessna C-404 aircraft they had replaced a left pneumatic pump on had declared an emergency; shut down the Left engine due to low oil pressure and diverted. Working outside in snow; cold; dark with very little lighting; heavy workload and lack of communication contributed to one bolt and nut not be properly tightened.
Aircraft: A319
Phase of flight: Landing
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy

I had the Pilot not Flying select the Tower frequency which was loaded in the #2 radio; and [to] click the microphone to turn the lights back on. He didn't know how I knew how to do that. In reflection; I thought that perhaps it would be a good training lesson for others that don't have much GA flying experience. I think a distance learning lesson reviewing communication procedures and lighting control at uncontrolled airfields might be beneficial to us all. We don't see it very often and it's something we are seeing more as we expand our services to smaller airports. In the interest of identifying a possible hazard to our SMS system; I just wanted to bring this to light. I know others would benefit from learning from this event. In our case; my prior experience allowed me to anticipate it and have a plan. I hope we can pass this along and prepare others for the same situation or maybe introduce it. A319 First Officer reported instructing Pilot not Flying on the procedure to activate runway lights.
Aircraft: CITATION I (C500)
Phase of flight: Climb
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Fuel Issue

[We] departed with an IFR plan from Runway 18. After liftoff handed off to Departure Control given clearance to heading 060 and climb to 5000 ft. Departure advised that Tower said we were trailing smoke from the right side of the aircraft. Concurrently; we got a fuel low pressure light for the right engine. We requested an immediate return to the tower frequency. [Tower] cleared us to an immediate left downwind Runway 18. Engine indications were normal. [We] executed the landing checklist and configured for possible single engine approach. The landing was uneventful. Upon rollout and abeam parking spot; Ground advised we were trailing fuel. [We] taxied to intersection Delta away from buildings; shutdown and evacuated aircraft. Fuel was beginning to pool under the wing; [so we] disconnected the battery and fire trucks and hazmat were notified. Total flight time was less than 5 minutes with an immediate return to nearest airfield. CE-500 Captain reported a fuel leak which resulted in a return to departure airport.
Aircraft: GULFSTREAM G280
Phase of flight: Descent
Anomaly: Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control

While descending on the WESAT2 arrival into FTW; we encountered wake turbulence from a Boeing 767 that was approximately 20 miles in front of us and traveling in the same direction. Our aircraft banked to the left approximately 45 degrees and our autopilot disconnected. At this point I took over the controls and righted the aircraft while still fighting more of the turbulence. After a few seconds we were offered an offset from Fort Worth Center of which we accepted and made a right turn to put us more upwind. Soon after we were cleared direct to COWTN near FTW and we exited the event. G280 Captain reported encountering wake turbulence on descent into FTW 20 miles in trail of a B767 that resulted in an uncommanded 45 degree roll to the left.